Volvo S60R

Forget safe and stodgy, this high-performance Volvo is sporty and almost sexy, reports DAVID MORLEY.

16 March 2011David Morley

Volvo S60R

Volvo's muscle car talks the torque

Price: From $49,900 to $56,800 for a 2003 5-speed auto or 6-speed manual, with 2004 models between $56,900 and $64,400.

The good: Safety is integrated into the whole structure, not just tacked on. The five-cylinder engine is a ripper and, regardless of how well it's tuned, seems to be bullet-proof. Drives like no Volvo before it. Huge list of standard gear. Most have been over-serviced and under-driven.

The bad: Styling isn't as racy as the driveline. The turbo makes it expensive to insure. All-wheel-drive system is not pro-active. "Space-ball" gearshift in manual version looks distinctly odd.

Verdict: Servicing is straightforward, thanks to the engine's robust design, but it will still cost more to run than many other cars. Any noises or clunks from the driveline are bad news: there are many components down there and they can wear out. Uneven tyre wear suggests there are wheel-alignment problems.

3.5 stars (see below for details).

Volvo's determination to throw off its straitlaced image isn't recent. For years, the Swedish company, which is now owned by Ford, has been trying to convince us it no longer builds safe-but-boring cars.

Early attempts at changing our minds about the brand were equal parts product and marketing; although some of the products were a bit weird at the time.

For instance, who could forget the 740 Turbo, which used the big, boxy 7-Series sedan body with a huge turbocharger bolted on to its neanderthal four-cylinder engine.

As the years rolled on, Volvo continued to crank out higher-performance versions of its bread-and-butter models, including the very serious 850 T5 of the mid-'90s.

More recently, Volvo unleashed an accomplished performance vehicle in the S60R, a car that is still the company's most powerful model.

The basic S60 had a fair bit in common with the S80 below the waterline but it was a smaller, more compact-looking four-door car with a vaguely coupe-like appearance.

Slower versions of the basic S60 used Volvo's front-wheel-drive layout, but in R form the car was endowed with an all-wheel-drive system. It wasn't an optimal set-up, however, because it amounted to a front-wheel-drive with on-demand all-wheel-drive via a centre differential.

The set-up's problem was it sent power to the rear wheels only after the on-board computer had detected slip at the front wheels, making it reactive, not active.

Nevertheless, it did give the car extra grip when most needed; a situation helped by Volvo's DSTC (traction control and an electronic stability program). Even better was that the DSTC was not as intrusive as many similar systems, meaning even the keenest drivers aren't tempted to turn it off.

The suspension layout of the basic S60 was retained but the details included a high-tech set of shock absorbers. Called active damping, the system was a joint development between Volvo and suspension specialist Ohlins.

The car's computer monitored what the suspension was doing up to 500 times a second and then tailored each damper's characteristics to suit at up to 15 times a second. If it all sounds pretty heavy-duty, that's because the powerplant in the S60R was hard-core as well.

The 2.5-litre five-cylinder engine was based on the 154kW version fitted to lesser S60 variants, but unlike versions that used a low turbocharge boost, the S60R got a lot more boost and emerged with a rippling 220kW.

That turbo-motor forte, torque, was available in huge helpings, with 350Nm at the engine's peak, most of which was available from as low as 2000rpm. That sort of monster torque curve made the S60R feel relaxed, with good part-throttle response - but push the accelerator pedal all the way to the floor and it really lifted its skirts.

Forget the Volvo badge on the grille; by any standards, the S60R is a rapid car.

Gearbox choices consisted of a five-speed automatic with Volvo's version of Tiptronic control allowing the driver to shift manually. But if that was your agenda, you were probably better off with the conventional six-speed manual.

Mind you, even with the automatic fitted, the engine's thrust still made the car very, very quick.

The image and performance might have been distinctly unlike past Volvos, but one thing hadn't changed: safety was still very much on the agenda.

You can count on front and side air-bags, seat-belt pretensioners and the full complement of electronic aids including anti-lock brakes, stability control, brake-force distribution and traction control.

Throw in a long, long list of convenience and luxury gear and it just goes to show that no matter how fast or sexy you make a Volvo, it will still make sense on a cerebral level.